Engine idle performance fault source control system

ABSTRACT

An engine idle fault control system that identifies a source of rough idle in an engine includes a first module that monitors an idle speed of the engine and that generates a rough idle signal, and a second module that monitors a fuel control parameter. A third module determines a source of rough idle based on the fuel control parameter and the rough idle signal.

FIELD OF THE INVENTION

The present invention relates to internal combustion engines, and moreparticularly to an engine idle fault detection control system.

BACKGROUND OF THE INVENTION

Internal combustion engines combust a fuel and air mixture withincylinders driving pistons to produce drive torque. The engine drives atransmission through a coupling device. The engine also drives otherloads including, but not limited to, an alternator, a plurality of pumps(e.g., oil and coolant) and an A/C compressor. The engine is operatedbased on a desired air-to-fuel (A/F) ratio. In some instances, the A/Fratio is lean (i.e., reduced fuel) and in other instances, the A/F ratiois rich (i.e., increased fuel). An ignition system initiates combustionof the A/F mixture within cylinders.

During vehicle operation, periods of engine idle occur. Engine idleoccurs when the vehicle is at or near zero speed and there is nooperator throttle input (i.e., operator not revving the engine). Duringengine idle, rough idle can occur, whereby the engine speed bounces ordrops below a threshold level, resulting in engine stall. Rough idledetracts from vehicle quality and customer satisfaction.

In traditional vehicle systems, low idle and high idle diagnostics havebeen implemented. These idle diagnostics, however, only check the lengthof time at which an engine idle speed is above or below high and lowidle speed thresholds, respectively, and fail to identify the root causeof the rough idle condition.

SUMMARY OF THE INVENTION

Accordingly, the present invention provides an engine idle fault controlsystem that identifies a source of rough idle in an engine. The engineidle fault control system includes a first module that monitors an idlespeed of the engine and that generates a rough idle signal, and a secondmodule that monitors a fuel control parameter. A third module determinesa source of rough idle based on the fuel control parameter and the roughidle signal.

In another feature, the third module sets a source flag based on thesource of rough idle.

In another feature, the third module determines the source to be anignition failure when the fuel control parameter is less than athreshold parameter and the engine idle speed is decreasing.

In other features, the third module determines the source to be anexcess load on the engine when the fuel control parameter varies and theengine idle speed is bouncing. The third module determines the source tobe the excess load when the fuel control parameter varies, the engineidle speed is bouncing and a mass air flow (MAF) into the engine isgreater than a threshold MAF.

In still other features, the engine idle fault control system furtherincludes a fourth module that monitors an oxygen sensor signal (OSS).The third module determines the source to be a fuel lean condition whenthe fuel control parameter is greater than a threshold parameter, theengine idle speed is bouncing and the OSS is less than a threshold OSS.The third module determines the source to be a fuel rich condition whenthe fuel control parameter is less than a threshold parameter, theengine idle speed is bouncing and the OSS is greater than a thresholdOSS.

In yet another feature, the fuel control parameter is a fuel controllong-term multiplier (LTM).

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples, whileindicating the preferred embodiment of the invention, are intended forpurposes of illustration only and are not intended to limit the scope ofthe invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a functional block diagram of an exemplary vehicle system;

FIG. 2 is a flowchart illustrating exemplary steps executed by theengine idle fault detection control according to the present invention;and

FIG. 3 is a functional block diagram illustrating exemplary modules thatexecute the engine idle fault detection control of the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses. For purposes of clarity, the same referencenumbers will be used in the drawings to identify similar elements. Asused herein, the term module refers to an application specificintegrated circuit (ASIC), an electronic circuit, a processor (shared,dedicated, or group) and memory that execute one or more software orfirmware programs, a combinational logic circuit, and/or other suitablecomponents that provide the described functionality.

Referring now to FIG. 1, an exemplary vehicle system 10 is illustrated.The vehicle system includes an engine 12 that drives a transmission 14through a torque converter 16. More specifically, air is drawn through athrottle 18 into an intake manifold 20, which distributes air tocylinders (not shown). The air is mixed with fuel at a desiredair-to-fuel (A/F) ratio and the A/F mixture is combusted within thecylinders to generate drive torque. The combustion products areexhausted from the engine 12 through an exhaust manifold 22 and aretreated in a catalytic converter 23 before being released to atmosphere.

A control module 24 regulates operation of the engine 12 based onvarious engine operating parameters. A mass air flow (MAF) sensorgenerates a MAF signal based on the MAF into the engine 12. An engineRPM sensor 30 generates an RPM signal based on the rotational velocityof a crankshaft (not shown) of the engine 12. A front or pre-catalystoxygen sensor 32 generates an oxygen sensor signal (OSS) based on anoxygen content of the exhaust flowing from the engine 12. A throttleposition sensor 34 generates a throttle position signal (TPS) indicativeof a driver's throttle input. The control module 24 regulates the A/Fratio based on a long-term multiplier (LTM). More specifically, the LTMis an adjustment factor that is applied to the fueling rate. The LTM isinitially at a neutral value (e.g., 128) and is adjusted up or downbased on the OSS during closed-loop fuel control. Over time, the LTMsettles at a value that provides a desired A/F ratio based on thefueling rate determined from a look-up table.

The engine idle fault detection control system of the present inventionmonitors engine RPM at idle. The engine is at idle if the throttleposition (TPS) or throttle area are less than respective thresholds(i.e., no driver pedal input) and the vehicle speed is below a thresholdvehicle speed (i.e., the vehicle is not moving). If the engine RPM fallsbelow a threshold RPM (RPM_(THR)), the engine idle fault detectioncontrol system determines the source of the fault based on engineoperating parameters and initiates remedial action based on the faultsource. The engine operating parameters include, but are not limited to,a stall saver flag (FLAG_(SS)), engine RPM, the front OSS, the LTM usedfor fuel control, MAF and TPS. The fault sources include, but are notlimited to, the A/F ratio being lean (i.e., fuel lean), the A/F ratiobeing rich (i.e., fuel rich), ignition failure and excess load on theengine.

FLAG_(SS) is set and/or reset based on engine RPM. It is appreciated,however, that other, more complicated logic may be used. If the engineRPM falls below RPM_(THR) (e.g., 475 RPM), FLAG_(SS) is immediately setto True. Once True, FLAG_(SS) remains True even though the engine RPMmay increase over RPM_(THR). FLAG_(SS) is reset to False if the engineRPM remains greater than RPM_(THR) for a threshold time or a thresholdcounter (e.g., X number of samples of a sample counter or a delay time(t_(DELAY)) expires). If FLAG_(SS) is not reset to False, the stallsaver is active and the engine idle fault control continues to determinethe fault source.

In determining the fault source, the engine idle fault controldetermines whether the LTM is greater than a high LTM threshold(LTM_(THRHI)). More specifically, a moving average of the LTM(LTM_(AVG)) (e.g., 25 samples of a 12.5 ms sample loop). If the movingaverage of the LTM is greater than LTM_(THR) (e.g., 101%), the LTM ishigh. The LTM can be considered reset to not high if the averaged LTM isless than LTM_(THRHI) for a threshold time or threshold counter. Theengine idle fault control also determines whether the LTM is low (LO).If the moving average LTM is less than a LTM low limit (LTM_(THRLO))(e.g., 79%), the LTM is LO. The LTM is considered reset to un-low whenthe averaged LTM is greater than LTM_(THRLO) for a threshold time or athreshold counter. The moving averaged LTM is considered non-HI andnon-LO (i.e., within a MID range) if it remains between LTM_(THRLO) andLTM_(THRHI) during engine idle.

The engine idle fault control also determines whether the front OSS isHI or LO. More specifically, if the moving averaged front OSS is greaterthan a high OSS threshold (OSS_(THRHI)) (e.g., 750 mV), the front OSS isHI. The front OSS is considered reset to un-high if the averaged frontOSS is less than OSS_(THRHI) for a threshold time or threshold counter.If the moving averaged front OSS is less than a threshold low OSS(OSS_(THRLO)) (e.g., 75 mV), the front OSS is LO. The front OSS isconsidered reset to un-low if the averaged front OSS is greater thanOSS_(THRLO) for a threshold time or threshold counter. The movingaveraged OSS is considered non-HI and non-LO (i.e., within a MID range)if it remains between OSS_(THRLO) and OSS_(THRHI) during engine idle.

The engine idle fault control further monitors the engine RPM LO/HIvariation. More specifically, if FLAG_(SS) is True and the engine RPM isgreater than a variation RPM threshold (RPM_(VARTHR)) (e.g., 900 RPM),the engine RPM is bouncing and is considered unstable. If, however, theengine RPM remains greater than RPM_(VARTHR) for a threshold time orthreshold counter, the RPM is again considered stable. The engine idlefault control also determines whether the engine RPM is decreasing. Morespecifically, if FLAG_(SS) is True and the moving averaged engine RPM(e.g., 50 sample moving average) decreases or decelerates (e.g.,dRPM_(AVG)/dt<0), decreasing engine RPM is detected.

The MAF is also monitored to determine whether the MAF is considered HI.More specifically, when the engine RPM is less than RPM_(THR), the MAFat that point is stored as an initial value (MAF_(INT)). While theengine RPM is less than RPM_(THR), a difference between MAF andMAF_(INT) is calculated (ΔMAF). ΔMAF is compared to a thresholddifference (ΔMAF_(THR)) (e.g., 7 g/s). If ΔMAF is greater thanΔMAF_(THR), the MAF is considered HI.

The engine idle fault control determines the fault source as summarizedin the following table: TABLE 1 Fault Source FLAG_(SS) RPM OSS LTM MAFFuel Lean True Unstable LO HI — Fuel Rich True Unstable HI LO — IgnitionFail True Decreasing LO LO — Excess Load True Unstable HI Varied HIThe fault source is a lean A/F ratio if FLAG_(SS) is True, the engineRPM is unstable, the front OSS is LO and the LTM is HI. The fault sourceis a rich A/F ratio if FLAG_(SS) is True, the engine RPM is unstable,the front OSS is HI and the LTM is LO. Ignition failure is the faultsource if FLAG_(SS) is True, the engine RPM is decreasing, the front OSSis LO and the LTM is LO. The fault source is an excess load on theengine if the FLAG_(SS) is True, the engine RPM is unstable, the frontOSS is HI, the LTM is varied and the MAF is HI.

Referring now to FIG. 2, exemplary steps executed by the engine idlefault control will be discussed in detail. In step 200, controldetermines whether the engine is at idle (i.e., no throttle input andthe vehicle not moving). If the engine is not at idle, control loopsback. If the engine is at idle, control monitors the engine RPM in step202. In step 204, control determines whether the engine RPM falls belowRPM_(THR). If the engine RPM does not fall below RPM_(THR), controlloops back to step 200. If the engine RPM falls below RPM_(THR), controlcontinues in step 206.

In step 206, control sets FLAG_(SS) equal to True. In step 208, controldetermines whether the engine RPM recovers (i.e., is the engine RPMgreater than RPM_(THR) for a threshold time or threshold counter). Ifthe engine RPM recovers, control sets FLAG_(SS) equal to False in step210 and control loops back to step 200. If the engine RPM does notrecover, control monitors engine operating parameters in step 212.

In step 214, control determines whether the LTM is HI, the front OSS isLO and the engine RPM is unstable. If the LTM is HI, the front OSS is LOand the engine RPM is unstable, control identifies the fault source as alean A/F ratio in step 216. If the LTM is not HI, the front OSS is notLO or the engine RPM is stable, control determines whether the LTM isLO, the front OSS is HI and the engine RPM is unstable in step 218. Ifthe LTM is LO, the front OSS is HI and the engine RPM is unstable,control identifies the fault source as a rich A/F ratio in step 220. Ifthe LTM is not LO, the front OSS is not HI or the engine RPM is stable,control continues in step 222.

In step 222, control determines whether the LTM is LO, the front OSS isLO and the engine RPM is decreasing. If the LTM is LO, the front OSS isLO and the engine RPM is decreasing, control identifies the fault sourceas ignition failure in step 224. If the LTM is not LO, the front OSS isnot LO or the engine RPM is not decreasing, control determines whetherthe LTM is varied, the front OSS is HI and the engine RPM is unstable instep 226. If the LTM is varied, the front OSS is HI and the engine RPMis unstable, control identifies the fault source as an ignition failurein step 228. If the LTM is not varied, the front OSS is not HI or theengine RPM is stable, control loops back to step 200. After controlidentifies the fault source in steps 216, 220, 224 and 228, controlinitiates remedial action based on the fault source in step 230 andcontrol ends. Exemplary remedial actions include, but are not limitedto, increasing fuel to the engine, decreasing fuel to the engine,adjusting the load on the engine (e.g., reducing alternator load) andengine shut-down. Another exemplary remedial action includes setting aservice flag that indicates the fault source. In this manner, a servicetechnician can readily identify and repair the fault during a serviceprocedure.

Referring now to FIG. 3, exemplary modules that execute the engine idlefault control are illustrated. The exemplary modules include an RPM LOdetect module 300, an RPM LO/HI detect module 302, an RPM HI detectmodule 304, an LTM_(AVG) module 306, a lean detect module 308 and anOSS_(AVG) module 310. The exemplary modules further include a richdetect module 312, an ignition failure detect module 314, a TPS limitmodule 316, a MAF rate detect module 318, an RPM check module 320, anOSS HI detect module 322, an RPM rate module 324 and a load module 326.A plurality of AND gates 328, 330, 332 and 334, respectively areprovided, as well as a NOT gate or inverter 336. A fault module 338receives outputs from the AND gates 328, 330, 332, 334 and initiatesremedial action based on the fault source.

The RPM LO detect module 300 sets FLAG_(SS) to True or False based onthe engine RPM. The output of the RPM LO detect module 300 is a binaryoutput (i.e., 0 or 1) based on whether FLAG_(SS) is True (e.g., 1) orFalse (e.g., 0). The RPM LO/HI detect module 302 determines whether theengine RPM is bouncing or stable based on the output of the RPM LOdetect module 300 and the output of the RPM HI detect module 304. TheRPM LO/HI detect module 302 generates a binary signal based on whetherthe. engine RPM is unstable (e.g., 1) or is stable (e.g., 0). The outputof the RPM LO/HI detect module 302 is provided to the AND gates 300, 334and the load module 326. The RPM Hi detect module 304 determines whetherthe engine RPM is HI based on the engine RPM and the output of the RPMLO detect module 300. The RPM HI detect module 304 generates a binarysignal based on whether the engine RPM is HI (e.g., 1) or is not HI(e.g., 0). The output of the RPM HI detect module 304 is provided to theRPM LO/HI detect module 302 and the NOT gate 336.

The LTM_(AVG) module 306 calculates the moving averaged LTM. LTM_(AVG)is output to the lean detect module 308, the rich detect module 312 andthe ignition failure detect module 314. The OSS_(AVG) module 310calculates the moving averaged OSS. OSS_(AVG) is output to the leandetect module 308, the rich detect module 312, the ignition failuredetect module 314 and the OSS HI detect module 322. The TPS limit module316 determines whether there is any throttle input from the driver. TheTPS limit module 316 generates a binary signal based on whether there isdriver input (e.g., 0) or there is no driver input (e.g., 1). The outputof the TPS limit module 316 is provided to each of the AND gates 328,330, 332 and 334.

The RPM check module 320 determines whether the engine RPM is below athreshold RPM (e.g., 500 RPM). The RPM check module 320 generates abinary signal based on whether the engine RPM is less than the RPMthreshold (e.g., 1) or is greater than RPM threshold (e.g., 0). The MAFrate detect module 318 determines whether MAF is increasing overMAF_(INT). The MAF rate detect module 318 generates a binary signalbased on whether MAF increases a threshold amount over MAF_(INT)(e.g., 1) or does not increase the threshold amount over MAF_(INT)(e.g., 0). The output of the MAF rate detect module 318 is provided tothe AND gate 334.

The lean detect module 308 determines whether the LTM is HI and whetherthe OSS is LO based on the output of the LTM_(AVG) module 306 and theOSS_(AVG) module 310. The lean detect module 308 generates a firstbinary signal based on whether LTM_(AVG) is HI (e.g., 1) or theLTM_(AVG) is not HI (e.g., 0). The lean detect module 308 generates asecond binary signal based on whether OSS_(AVG) is LO (e.g., 1) or theOSS_(AVG) is not LO (e.g., 0). The first output is provided to the ANDgate 328 and the load module 326. The second output is provided to theAND gate 328.

The rich detect module 312 determines whether the LTM is LO and whetherthe OSS is HI based on the output of the LTM_(AVG) module 306 and theOSS_(AVG) module 310. The rich detect module 312 generates a firstbinary signal based on whether LTM_(AVG) is LO (e.g., 1) or theLTM_(AVG) is not LO (e.g., 0). The rich detect module 312 generates asecond binary signal based on whether OSS_(AVG) is HI (e.g., 1) or theOSS_(AVG) is not HI (e.g., 0). The first and second outputs are providedto the AND gate 330 and the load module 326.

The ignition failure detect module 314 determines whether the LTM_(AVG)is LO and whether the OSS_(AVG) is LO based on the output of theLTM_(AVG) module 306 and the OSS_(AVG) module 310. The ignition failuredetect module 314 generates a first binary signal based on whetherLTM_(AVG) is LO (e.g., 1) or the LTM_(AVG) is not LO (e.g., 0). Theignition failure detect module 314 generates a second binary signalbased on whether OSS_(AVG) is LO (e.g., 1) or the OSS_(AVG) is not LO(e.g., 0). The first and second outputs are provided to the AND gate.

The OSS HI detect module 322 determines whether the OSS is HI based onthe output of the OSS_(AVG) module 310. The OSS HI detect module 322generates a binary signal based on whether the OSS is HI (e.g., 1) or isnot HI (e.g., 0). The output of the OSS HI detect module is provided tothe AND gate 334. The RPM rate module 324 determines whether the RPM isdecreasing based on the engine RPM. The RPM rate module 324 generates abinary signal based on whether the engine RPM is decreasing (e.g., 1) oris not decreasing (e.g., 0), which is provided to the AND gate 332. Theload module 326 determines whether the engine load is HI. Morespecifically, the engine load is considered Hi if LTM_(AVG) is neitherHI nor LO (i.e., in a MID range) and OSS_(AVG) is HI. The load module326 generates a binary signal based on whether the engine load is HI(e.g., 1) or is not Hi (e.g., 0). The output of the load module 326 isprovided to the AND gate 334.

The AND gate 328 generates a binary signal based on the inputs thereto.More specifically, the AND gate 328 generates a binary signal based onwhether the fault source is lean fuel (e.g., 1) or is not lean fuel(e.g., 0). The AND gate 330 generates a binary signal based on theinputs thereto. More specifically, the AND gate 330 generates a binarysignal based on whether the fault source is rich fuel (e.g., 1) or isnot rich fuel (e.g., 0). Similarly, the AND gate 332 generates a binarysignal based on whether the fault source is ignition failure (e.g., 1)or is not ignition failure (e.g., 0) and the AND gate 334 generates abinary signal based on whether the fault source is excess load (e.g., 1)or is not excess load (e.g., 0).

Those skilled in the art can now appreciate from the foregoingdescription that the broad teachings of the present invention can beimplemented in a variety of forms. Therefore, while this invention hasbeen described in connection with particular examples thereof, the truescope of the invention should not be so limited since othermodifications will become apparent to the skilled practitioner upon astudy of the drawings, the specification and the following claims.

1. An engine idle fault control system that identifies a source of roughidle in an engine, comprising: a first module that monitors an idlespeed of said engine and that generates a rough idle signal; a secondmodule that monitors a fuel control parameter; and a third module thatdetermines a source of rough idle based on said fuel control parameterand said rough idle signal.
 2. The engine idle fault control system ofclaim 1 wherein said third module sets a source flag based on saidsource of rough idle.
 3. The engine idle fault control system of claim 1wherein said third module determines said source to be an ignitionfailure when said fuel control parameter is less than a thresholdparameter and said engine idle speed is decreasing.
 4. The engine idlefault control system of claim 1 wherein said third module determinessaid source to be an excess load on said engine when said fuel controlparameter varies and said engine idle speed is bouncing.
 5. The engineidle fault control system of claim 4 wherein said third moduledetermines said source to be said excess load when said fuel controlparameter varies, said engine idle speed is bouncing and a mass air flow(MAF) into said engine is greater than a threshold MAF.
 6. The engineidle fault control system of claim 1 further comprising a fourth modulethat monitors an oxygen sensor signal (OSS).
 7. The engine idle faultcontrol system of claim 6 wherein said third module determines saidsource to be a fuel lean condition when said fuel control parameter isgreater than a threshold fuel control parameter, said engine idle speedis bouncing and said OSS is less than a threshold OSS.
 8. The engineidle fault control system of claim 6 wherein said third moduledetermines said source to be a fuel rich condition when said fuelcontrol parameter is less than a threshold parameter, said engine idlespeed is bouncing and said OSS is greater than a threshold OSS.
 9. Theengine fault control system of claim 1 wherein said fuel controlparameter is a fuel control long-term multiplier (LTM).
 10. A method ofidentifying a source of rough idle in an engine, comprising: monitoringan idle speed of said engine; selectively generating a rough idle signalbased on said idle speed; monitoring a fuel control parameter; andidentifying a source of rough idle based on said fuel control parameterand said rough idle signal.
 11. The method of claim 10 furthercomprising setting a source flag based on said source of rough idle. 12.The method of claim 10 wherein said source is identified as an ignitionfailure when said fuel control parameter is less than a thresholdparameter and said engine idle speed is decreasing.
 13. The method ofclaim 10 wherein said source is identified as an excess load on saidengine when said fuel control parameter varies and said engine idlespeed is bouncing.
 14. The method of claim 13 wherein said source isidentified as said excess load when said fuel control parameter varies,said engine idle speed is bouncing and a mass air flow (MAF) into saidengine is greater than a threshold MAF.
 15. The method of claim 10further comprising monitoring an oxygen sensor signal (OSS).
 16. Themethod of claim 15 wherein said source is identified as a fuel leancondition when said fuel control parameter is greater than a thresholdparameter, said engine idle speed is bouncing and said OSS is less thana threshold OSS.
 17. The method of claim 15 wherein said source isidentified as a fuel rich condition when said fuel control parameter isless than a threshold parameter, said engine idle speed is bouncing andsaid OSS is greater than a threshold OSS.
 18. The method of claim 10wherein said fuel control parameter is a fuel control long-termmultiplier (LTM).
 19. A method of identifying a source of rough idle inan engine, comprising: selectively generating a rough idle signal basedon an idle speed of said engine; monitoring a fuel control long-termmultiplier (LTM); monitoring an oxygen sensor signal (OSS); andidentifying a source of rough idle based on said rough idle signal, saidLTM and said OSS.
 20. The method of claim 19 further comprising settinga source flag based on said source of rough idle.
 21. The method ofclaim 19 wherein said source is identified as an ignition failure whensaid LTM is less than a threshold LTM, said engine idle speed isdecreasing and said OSS is less than a threshold OSS.
 22. The method ofclaim 19 wherein said source is identified as a fuel lean condition whensaid LTM is greater than a threshold LTM, said engine idle speed isbouncing and said OSS is less than a threshold OSS.
 23. The method ofclaim 19 wherein said source is identified as a fuel rich condition whensaid fuel control parameter is less than a threshold parameter, saidengine idle speed is bouncing and said OSS is greater than a thresholdOSS.
 24. The method of claim 19 further comprising monitoring a mass airflow (MAF) into said engine
 25. The method of claim 24 wherein saidsource is identified as said excess load when said LTM varies, saidengine idle speed is bouncing and said MAF is greater than a thresholdMAF.